APPLICATION OF INTELLIGENT TRANSPORT SYSTEMS IN THE ROAD SECTOR

SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 189 APPLICATION OF INTELLIGENT TRANSPORT SYSTEMS IN THE ROAD SECTOR F.B. Kuljanov1, A.Kh. Urakov2 Independent Researcher at Tashkent State Transport University1 Professor at Tashkent State Transport University, DSc2 https://doi.org/10.5281/zenodo.17311465 Abstract. This article analyzes the advantages, technological solutions, and efficiency of Intelligent Transport Systems (ITS) applied on highways in developed countries such as the USA, Japan, Germany, and South Korea. Intelligent Transport Systems serve to improve road safety, reduce congestion, and minimize environmental impact through the collection and analysis of real-time data and decision-making based on them. The article also presents proposals regarding the possibilities of implementing these systems in Uzbekistan, infrastructural preparedness, and alternative solutions. The results of the research can serve as a scientific and practical basis for the introduction of ITS in developing countries. Keywords: digital infrastructure, Intelligent Transport Systems (ITS), transport management, experience of developed countries, highways, road traffic safety, real-time monitoring, innovative technologies. Introduction. Intelligent Transport Systems (ITS) represent the application of modern information and communication technologies in transport management, aimed at ensuring safe and efficient organization of traffic on roads. ITS includes various sensors, software-hardware tools, and communication systems – for example, using special sensors to automatically adjust the operation of traffic lights in real-time. In developed countries, transport management agencies are actively implementing ITS solutions to address problems of congestion and accidents. According to survey data from 2020, the main types of ITS technologies have been widely applied in many large cities: for instance, electronic dynamic information boards (providing drivers with updates on road conditions), traffic flow sensors (continuously monitoring congestion levels), and traffic light prioritization for emergency vehicles (automatically giving a green light to approaching ambulances or fire trucks) have been implemented by most agencies. However, some advanced solutions, such as adaptive traffic light management or ramp meters at freeway entry points, are still relatively less common (in fewer than 30% of areas). The experience of developed countries shows that ITS enables transport systems to become more “intelligent,” thus saving time and resources while enhancing safety. Below, the practical application of ITS technologies on highways, achieved results, and encountered challenges are analyzed through examples from countries such as the USA, Japan, Germany, South Korea, and the United Kingdom. The analysis covers areas such as reducing congestion, improving traffic safety, electronic payments, automated and connected transport integration, smart highways, and barriers to ITS implementation. This international experience and literature-based analysis are supported by tables, examples, and statistical data. ITS Technologies for Reducing Road Traffic Congestion One of the main objectives of Intelligent Transport Systems (ITS) is to mitigate congestion in cities and on highways. In particular, adaptive traffic signal control systems are being SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 190 implemented as an effective solution against traffic jams. Unlike traditional traffic lights, which operate on fixed time intervals, adaptive traffic lights automatically adjust their phases based on real-time data collected from road traffic sensors. As a result, traffic flow is dynamically managed, unnecessary waiting and stops are reduced. Studies have shown that adaptive control can improve average travel time by at least 10%, and in areas with outdated signal settings, improvements of up to 50% have been observed. In some cases, after adaptive traffic signals were introduced on city streets, drivers’ travel times decreased by up to 30%. By smoothing traffic flow, adaptive systems also reduce fuel consumption and harmful gas emissions – fewer stops at intersections lead to significantly lower fuel usage and CO2 emissions in cities. For example, the city of Detroit in the United States converted more than 600 traffic lights to adaptive control, which significantly reduced congestion and even improved the response times of emergency vehicles. Adaptive traffic signals also positively impact road safety: smoother flows reduce red-light running and sudden braking, which lowers the likelihood of crashes at intersections [9]. For this reason, adaptive control systems are being widely deployed at intersections in developed countries, forming a solid foundation for the future operation of autonomous vehicles. Another effective ITS solution for tackling congestion is continuous traffic flow monitoring and management. Video surveillance cameras and sensors installed along roads constantly track vehicle speed and density. Based on this data, traffic management centers can evaluate congestion levels in real time and, if necessary, display warnings on information boards or suggest alternative routes. For instance, in the U.S., most highways are equipped with dynamic message signs that notify drivers of accidents, roadworks, or traffic jams ahead, encouraging them to change their route in time. Such electronic alert systems enable proactive traffic regulation: in Germany, variable speed limit signs installed on motorways automatically reduce the speed limit when congestion increases and, in critical cases, warn drivers about upcoming bottlenecks, urging them to slow down. These methods help prevent vehicles from entering already jammed traffic and curb the spread of “shockwave” congestion. Smart traffic centers equipped with artificial intelligence can also detect road incidents, promptly notify relevant services, and redirect traffic accordingly. Another solution to reduce congestion on highways is the installation of traffic signals at entry ramps, known as ramp metering systems. These systems have been introduced in the United States, Canada, Australia, and several European countries. Their essence lies in regulating and controlling the flow of vehicles merging onto highways: vehicles approaching from side roads are briefly held at entry ramps and then released onto the motorway individually at specified intervals. This way, clusters of vehicles are broken up into smaller groups, reducing sudden braking and stop-and-go conditions when joining the main flow. Numerous studies confirm the effectiveness of ramp metering: for example, after its implementation on a highway near Seattle, average travel time decreased by up to 50%. Similarly, in Long Island, New York State, travel time dropped by around 20%. Ramp metering not only increased average speed but also improved traffic flow stability – daily travel time variability decreased, and overall road capacity increased. From a safety perspective, ramp metering prevents dangerous situations in which too many vehicles enter the highway simultaneously, which often leads to collisions. In many areas, the introduction of ramp metering has significantly reduced accidents. For instance, during an experiment in Minneapolis–St. Paul (USA), when the system was temporarily shut off, accident rates rose, but once it was reactivated, accidents declined again (confirming that ramp metering SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 191 helps reduce crashes). While ramp meters may cause slight delays for drivers at entry ramps, overall journey times are still reduced because highways remain uncongested and allow steady movement. In terms of cost-effectiveness, ramp metering is also highly efficient: in Minnesota, U.S. calculations showed a benefit-cost ratio of 15:1, meaning the societal benefits outweighed costs fifteenfold. Thanks to the application of these ITS measures, traffic congestion levels in many large cities of developed countries have stabilized or slowed in recent years. For example, megacities such as London, New York, and Seoul have established real-time traffic management centers that integrate adaptive traffic lights, information boards, and video surveillance to maintain smoother flows. Of course, with the number of vehicles continuing to rise every year (in the UK road network, for instance, traffic volumes are projected to increase by another 59% by 2050), ITS technologies alone may not completely eliminate congestion. However, international experience shows that ITS can maximize the throughput of existing infrastructure, reduce wasted time and fuel, and assist drivers in making optimal decisions. For instance, through adaptive control and other ITS measures, the U.S. has improved post-accident clearance times (by rerouting traffic and clearing roads faster), thereby reducing the occurrence of secondary crashes. Overall, ITS technologies are increasingly applied worldwide as cheaper and faster-to-deploy alternatives to traditional infrastructure-based solutions and have become an integral part of traffic management. The second key direction of Intelligent Transport Systems (ITS) is ensuring road traffic safety and mitigating the consequences of accidents. On roads in developed countries, electronic systems that provide drivers with early warnings of danger are being actively introduced. For example, variable message signs (VMS) on highways notify drivers about hazards ahead—such as a stopped vehicle, a traffic accident, or icy conditions. According to U.S. traffic management authorities, ITS enables remote incident detection and rapid alerts, which in turn allow emergency services to reach accident sites faster and remove disabled vehicles more quickly. This significantly reduces secondary collisions and minimizes congestion resulting from accidents. In many cases, additional crashes used to occur after an initial accident due to inattentive drivers in the same area—but thanks to ITS-based rapid warning systems, such incidents have decreased considerably. In addition, in some countries, road weather and environmental sensors immediately alert drivers with red signals and special warnings when slippery roads, thick fog, or icy layers appear, urging them to exercise caution. Research in the European Union has shown that such electronic warnings significantly lower accident risks on high-speed motorways. Another important ITS solution is Traffic Signal Priority (TSP) systems, which enhance both safety and efficiency. These technologies are primarily designed to grant priority to emergency vehicles and public transport. For example, in many U.S. and Canadian cities, emergency vehicle preemption systems detect approaching ambulances, fire trucks, or police vehicles and switch the traffic lights to green in the required direction until they pass. As a result, ambulance travel times to hospitals have been reduced by 15–50%, while crashes involving emergency vehicles at intersections have fallen by up to 70% [20]. Similarly, firefighters are now able to reach fire scenes several minutes faster than before, which can be critical in saving lives. Today, such systems are widely deployed across major U.S. cities: special devices notify traffic lights of an emergency vehicle’s approach, automatically switching cross traffic to red. Furthermore, traffic management centers often coordinate multiple intersections to create a “green wave” during emergencies, enabling uninterrupted movement for ambulances and fire trucks along entire corridors. SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 192 Comparable ITS solutions are also being applied to public transport, improving not only safety but also service attractiveness. Transit Signal Priority (TSP) systems allow buses and trams to pass intersections without delay, helping maintain schedules. For example, after TSP was introduced on major bus routes in Los Angeles, average bus travel time decreased by about 7.5%, while in Chicago, similar systems reduced travel time on some routes by up to 15%. This not only ensures faster passenger travel but also stabilizes timetable adherence, thereby improving service quality. Importantly, in most cases, although buses gained speed, no significant negative impact was observed on general traffic flows—showing that intelligent signal management benefits all road users. One of the most significant ITS initiatives for traffic safety is the eCall emergency call system. eCall automatically contacts emergency services in the event of a serious accident and has been widely implemented in the European Union. Since March 31, 2018, all newly manufactured passenger cars and light commercial vehicles in the EU are legally required to be equipped with the 112-based eCall system. Its principle of operation is simple: if a severe collision occurs, vehicle sensors detect the impact, and the system automatically dials 112, transmitting a standardized data package—including the exact location (via GPS), the time of the crash, the vehicle type, and its identification number. This ensures that even if victims cannot speak, rescuers are immediately informed of the exact accident site and can respond faster. According to the European Commission, eCall can reduce emergency response times by 40% in urban areas and by 50% in rural areas. This, in turn, is estimated to save up to 2,500 lives per year. The system is expected not only to cut road fatalities by around 4% but also to reduce serious injuries by about 6%. Based on the “golden hour” principle—which emphasizes that medical assistance within the first hour after a crash significantly increases survival chances— eCall serves to shorten this critical time. The EU anticipates that by 2035, nearly 100% of vehicles on its roads will be equipped with eCall. Similar emergency call functions exist in the United States and other developed countries (such as General Motors’ OnStar system), though mandatory nationwide implementation has not yet been observed. Nevertheless, many new vehicle models are increasingly being equipped with integrated emergency call systems that automatically activate in crashes, eliminating delays caused by human factors. Road safety initiatives under ITS in Europe and other regions are not limited to the eCall system. Intelligent Speed Assistance (ISA) technologies, for example, are increasingly being deployed. These systems alert drivers when they exceed the legal speed limit and, in some cases, automatically restrict vehicle speed. In the United Kingdom, several cities have voluntarily installed ISA devices on buses and municipal service vehicles, which has reduced instances of speeding violations. Similarly, infrastructure-based safety sensors—such as height detectors at bridge and tunnel entrances or avalanche sensors in mountainous areas—issue early warnings to drivers, thereby preventing potential hazards. The integration of these advanced alert and control systems within ITS frameworks has contributed to a steady decline in accident rates across developed countries. In Japan, for instance, highways equipped with ITS technologies (such as remote radar systems and V2X communication networks) have demonstrated lower accident rates compared to conventional roads. In summary, ITS devices enable drivers to “see more and react faster,” thereby mitigating human error and fostering a safer traffic environment. Electronic Toll Collection Systems and Their Efficiency SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 193 Electronic Toll Collection (ETC) systems represent one of the most successful applications of ITS on highways. Their primary purpose is to automate and accelerate toll collection, thereby reducing delays, congestion, and fuel wastage. Traditionally, drivers had to stop at toll booths and make payments in cash or by card—an inefficient process that often caused long queues. By contrast, ETC allows tolls to be collected while vehicles remain in motion. This is achieved by equipping vehicles with dedicated transponders that can be read via short-range radio communication, or by using automatic license plate recognition (ALPR) cameras to deduct tolls from the user’s account. Modern ETC technologies have dramatically increased the throughput of toll stations. For example, while a manual toll booth can process only about 350 vehicles per hour, a fully electronic tolling system (AET – All-Electronic Tolling) can accommodate up to 1,800 vehicles per hour [31]. The following table illustrates the performance differences across various toll collection methods: Payment method Throughput (vehicles/hour) Manual (via operator) 350 veh/h Automatic toll booth (coin acceptor) 500 veh/h Semi-electronic (RFID reading at plaza) 1 200 veh/h Fully electronic toll collection (ETC, non-stop) 1 800 veh/h The table shows that a fully electronic toll gate can process five times more vehicles compared to a manual toll booth. Thanks to this technology, the problem of driver congestion at toll plazas is eliminated, resulting in a sharp decrease in traffic jams and delays. For example, after the implementation of ETC on the New Jersey Turnpike in the United States, vehicle waiting times at toll points were reduced by 85%, and it was calculated that a total of 2.1 million hours of drivers’ time was saved in a single year. In Florida, when one toll plaza was converted from a semielectronic mode to a fully electronic mode, the waiting time for cash-paying drivers decreased by 50%, for coin-machine users by 55%, while overall travel speed increased by 57%. Another example is Japan, where the ETC system introduced in 2001 has now been implemented on nearly all expressways, and as of 2024, 95% of vehicles nationwide are using this system. This means that nearly all toll payments on Japanese expressways are made in a seamless, automated manner. When the ETC system in Japan temporarily malfunctioned recently, drivers expressed significant dissatisfaction, as they had already become accustomed to this convenience — a fact which demonstrates how crucial the electronic toll system has become as infrastructure. The advantages of electronic tolling are not limited to time savings. Economically, such systems reduce the costs of building and operating toll plazas. For instance, studies in several U.S. states have shown that after the introduction of ETC, up to $135,000 per toll gate was saved annually in operating expenses. The reason is that each lane no longer requires a separate human operator, nor are there expenses associated with cash handling and money circulation. From an environmental perspective, significant efficiency gains are also achieved: since vehicles no longer stop and start, fuel consumption decreases, and exhaust emissions are reduced. For example, a study conducted at three major toll plazas in Maryland demonstrated that after ETC implementation, hydrocarbon and CO emissions decreased by 40–63%, while NOx emissions fell by approximately 16%. On a regional scale, several studies have noted that thanks to ETC, thousands of tons of harmful gases are prevented from being released into the atmosphere annually. SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 194 Moreover, the reduction of stop-and-go traffic at toll plazas decreases driver stress levels, positively contributing to overall road safety. Although electronic tolling systems are introduced under different names and with varying technologies across countries, their basic principle of operation is similar. In Europe, DSRC transponders installed in vehicles or ANPR (automatic number plate recognition) systems are widely used to deduct payments. For example, in countries such as France and Italy, the traditional system of receiving a ticket upon entry and paying at exit is gradually being replaced with electronic versions — drivers register in advance, install a small device (badge) in their cars, and pass through toll gates without stopping, while the payment is automatically deducted from their bank account. In the United States, a unified transponder system known as E-ZPass has been introduced across more than 17 states (mostly along the East Coast). Drivers use dedicated EZPass lanes, where tolls are deducted via radio communication, or, with the latest technology, their license plates are recognized by cameras for billing. Countries like South Korea and Singapore are planning to leverage 5G technologies to enable real-time toll payments. For instance, Singapore has implemented an electronic road pricing (ERP) system at entry and exit points of the city center, which collects congestion charges to reduce traffic density within urban areas. In general, electronic tolling systems within ITS not only ensure the financial sustainability of transport infrastructure (i.e., collecting funds for road maintenance and development) but also create great convenience for drivers. In developed countries, the culture of using toll roads has been shaped through electronic systems, where drivers pass through special toll gates almost seamlessly, without feeling the need to stop. These technologies not only eliminate congestion but also improve fuel efficiency and reduce negative environmental impacts. At the same time, realtime traffic data collected (e.g., the number of vehicles passing through specific points) also assists transport planners in optimizing the road network and guiding investments to where they are most needed. Integration of Automated and Connected Vehicles into Road Networks In recent years, developed countries have launched a number of pilot projects to integrate automated (self-driving) and connected vehicles (Connected & Autonomous Vehicles, CAV) into road infrastructure. This direction represents the next stage of ITS development, which envisions real-time communication between vehicles and infrastructure (V2I – vehicle-to-infrastructure), as well as between vehicles themselves (V2V – vehicle-to-vehicle). Connected vehicles are automobiles capable of exchanging information with each other and with road infrastructure through dedicated short-range communication (DSRC) or cellular networks (such as 5G). They continuously transmit signals about their condition (location coordinates, speed, driving direction, braking) and can warn nearby vehicles of potential collision risks or receive special instructions from intelligent roadside devices (such as traffic lights or variable message signs). According to the U.S. National Highway Traffic Safety Administration (NHTSA), the full deployment of V2V technology could potentially prevent up to 80% of crashes involving two or more vehicles. This is because connected vehicles maintain 360° situational awareness and can detect “invisible” hazards, warning the driver or even applying the brakes automatically. For instance, a V2Venabled car can “see” another vehicle approaching an intersection before it enters the driver’s line of sight and provide an alert. Consequently, U.S. and European transport authorities are considering mandating the installation of V2V communication modules in future vehicles. To test the real-world application of connected and automated vehicles, many countries have initiated pilot programs. The U.S. Department of Transportation funded three large SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 195 Connected Vehicle Pilot projects: urban streets in New York City, a highway in Tampa (Florida), and an international freight corridor in Wyoming. Thousands of vehicles were equipped with V2V devices, and V2I communication was established with traffic lights and roadside units. Safety applications tested included intersection collision warnings, alerts about red-light violations, and notifications of oncoming trains at unprotected rail crossings. In Tampa, vehicles exchanged weather sensor data, warning others of wet or slippery roads; in Wyoming, heavy trucks were alerted to slow-moving vehicles or stationary obstacles ahead. These pilots generated valuable insights on interoperability across devices from different vendors, message delivery delays, and system reliability. In Europe, several cross-border cooperative projects and standards have been launched. Under the EU’s C-Roads platform, countries such as Germany, the Netherlands, and Austria are developing connected transport corridors. Along the Rotterdam–Frankfurt–Vienna motorway, cooperative ITS infrastructure has been deployed to provide standardized services such as accident warnings ahead, alerts on speed limit changes, notifications about roadworks, and information about stationary vehicles. These messages are transmitted directly to the vehicle’s onboard display or to the driver’s smartphone, enabling drivers to react before hazards become visible or detectable through navigation systems. Since 2015, Germany and other European states have also tested Truck Platooning, where heavy trucks drive in close formation with electronic assistance. In 2016, Daimler conducted a successful test in Germany showing that truck platoons on motorways could reduce fuel consumption by approximately 10%. Building on these trials, the EU approved common technical standards for truck platooning in 2022, paving the way for interoperability across different manufacturers’ vehicles. Japan is a global leader in the integration of automated transport. In 2018, the Japanese government commissioned the world’s first large-scale autonomous truck platooning trial on the Shin-Tomei Expressway. Four major truck manufacturers jointly tested Cooperative Adaptive Cruise Control (CACC), enabling convoys of 3–4 trucks to maintain minimal spacing. Only the lead truck was manually driven, while the following trucks were synchronized via radio communication (though safety drivers were present in each). The trials studied how surrounding drivers interacted with platoons, the safety of overtaking, and convoy responses to emergency braking. Japan expects significant benefits from such projects, particularly as the trucking industry faces labor shortages and an aging workforce. By enabling one driver to effectively supervise multiple trucks, platooning could mitigate workforce issues. Moreover, close formation driving reduces aerodynamic drag, thereby enhancing fuel efficiency — tests showed notable fuel savings when inter-vehicle distances were reduced to 10 meters or less. In 2021, Japan became one of the first countries to officially certify Level 3 (conditional automation) vehicles, beginning with the Honda Legend. South Korea is also actively advancing CAV integration. In 2022, the country launched the “Autonomous Driving Act 2.0,” aiming to commercialize at least one Level 4 (high automation) vehicle by 2027 and ensure that by 2035, half of all new vehicles sold will be Level 4 or Level 5 autonomous. Plans also include deploying autonomous city buses by 2025, designating dedicated motorway lanes for autonomous vehicles from 2023, and completing nationwide 5G communication infrastructure. By 2030, all major Korean roads are expected to have highdefinition digital maps updated in real time, enabling precise navigation for automated vehicles. Seoul and other cities already host seven special autonomous driving test zones, where companies and universities trial self-driving cars under real-world conditions. SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 196 Naturally, the integration of connected and automated vehicles places technical and organizational demands on infrastructure. These include installing roadside units (RSUs), equipping traffic lights with communication capabilities, improving lane markings, ensuring cybersecurity, and creating legal frameworks for autonomous driving. Experiences in developed countries show that integration is advancing gradually. In the U.S. and Europe, new traffic lights and road signs are already being installed with V2X connectivity in mind. Special testbeds (e.g., Aurora in Finland and K-City in South Korea) simulate diverse scenarios, from icy winter roads to pedestrian-heavy urban streets. In this integration process, ITS management centers will play a key role by aggregating data flows and coordinating road traffic almost as a “single organism.” For example, cooperative adaptive cruise control (CACC) allows connected autonomous vehicles to travel in close convoys during congestion, maximizing road capacity and enabling smoother flows. Estimates suggest that if all vehicles were connected and able to safely reduce following distances by 40%, existing motorways could accommodate nearly twice as many vehicles without the need for new construction. While this remains largely at the trial stage, developed nations are taking the lead in shaping global standards for the future of road transport. Smart Motorways: Experiences, Achievements, and Challenges The term smart motorways is mainly used in the UK context, referring to projects aimed at increasing motorway capacity and ensuring safety through specific technologies. Traditional motorways typically have 3–4 lanes with a hard shoulder designed only for emergency stops. To address congestion, the UK tested the “Managed Motorways” concept in the early 2000s. In 2005, for the first time on the M42 motorway, a dynamic hard shoulder and variable speed limits were introduced. During peak congestion, the emergency shoulder was temporarily opened to drivers, with notifications displayed on electronic boards, and special Emergency Refuge Areas (ERAs) were installed every 500–800 meters. This solution created additional capacity without the costly and time-consuming need for road widening. Later, this system became known as the smart motorway, and three types were deployed across England: 1. Dynamic Hard Shoulder (DHS) – the shoulder is temporarily opened during congestion. 2. All Lane Running (ALR) – the shoulder is permanently converted into a running lane, with emergency stops allowed only in designated ERAs. 3. Controlled Motorway – the shoulder remains intact, but the road is managed with automated variable speed limits and electronic signs. By 2020, 7.2% of the English motorway network was Controlled, 3.3% DHS, and 8.8% ALR. Smart motorways primarily contributed to increasing capacity. According to the UK Department for Transport, their implementation boosted capacity on the busiest motorways by up to one-third. For example, on parts of the M25, the system enabled an additional 11,000 vehicle journeys per day. On the M6 (junctions 16–19), the scheme reduced weekly commuting time for local residents by 40 minutes and made journey times more reliable. The key technologies included mandatory variable speed limits (e.g., reduced from 70 mph to 50–60 mph during congestion), the red “X” symbol (indicating a closed lane after an incident), and real-time managed cameras. Measurements showed that vehicles moved in steadier flows, reducing stop-and-go driving, minimizing gaps, and increasing road capacity utilization by 20–35%. Reports indicated that in some corridors, smart motorways could carry about 1,600 extra vehicles per hour. Consequently, the UK government preferred smart technologies over traditional road widening, since DHS schemes, for example, were significantly cheaper. SCIENCE AND INNOVATION INTERNATIONAL SCIENTIFIC JOURNAL VOLUME 4 ISSUE 9 SEPTEMBER 2025 ISSN: 2181-3337 | SCIENTISTS.UZ 197 From a safety perspective, initial analyses assumed smart motorways would be at least as safe as conventional ones. The main idea was that smoother traffic and rapid incident detection would reduce accidents. Variable speed limits equalized speed differences between fast and slow flows, reducing sharp braking and overtaking. Cameras and sensors every 1–2 km allowed quick incident detection, displaying alerts instantly. According to the Department for Transport, smart motorway sections recorded fewer serious-injury collisions and significantly fewer fatal crashes than conventional roads. Between 2014–2017, only 8% of motorway fatalities occurred on smart motorways, a lower share than their traffic proportion. Some schemes even saw reductions in personal-injury collisions compared to conventional roads. However, not all aspects were positive. ALR and DHS motorways, which lack permanent shoulders, raised risks of collisions with broken-down vehicles. Although statistically rare, such crashes tended to be more severe because stranded vehicles could not always move out of the running lane. Public concern grew after investigative reports claimed that in five years, 38 fatalities occurred on smart motorways and “near misses” increased twenty-fold in some stretches. In response, the government launched reforms in 2020: phasing out the confusing DHS model, accelerating the rollout of Stopped Vehicle Detection (SVD) radar on all ALR roads (completed by 2022–2023), and investing £900 million in building 150 additional ERAs. SVD detects stopped vehicles within 20 seconds, instantly warns drivers via signs, and alerts control centers. Publicawareness campaigns, stricter monitoring, and driver education programs were also launched. By April 2023, the government announced a halt to all new smart motorway projects due to safety concerns, public mistrust, and financial pressures. Planned ALR schemes for 2025–2030 and 11 paused projects were cancelled. Existing smart motorways remain, but with enhanced safety upgrades. Officials emphasized that, while statistically safe or safer than traditional motorways, the lack of public trust made future expansion unfeasible. Some MPs and experts even called for reinstating continuous hard shoulders on existing ALR roads. The UK experience thus highlighted not only technical but also psychological and trust-related factors in infrastructure adoption. Similar concepts exist worldwide. Germany uses temporary shoulder running (verkehrsabhängiger Seitenstreifen), while the Netherlands has had dynamische vluchtstrook for years. In the US, some urban freeways use “Peak Use Lanes.” Many countries employ variable speed limits and red-X lane closure signals. Thus, smart motorway elements are spreading globally, often as individual ITS components rather than a unified concept. For instance, Germany’s A9 “Digital Motorway” project integrates autonomous trucks with adaptive signage, while France’s MAGDALENA program is building smart autobahn infrastructure. The broader lesson is that, provided safety is ensured, ITS technologies can greatly improve traffic flow and road capacity utilization. Institutional, Financial, and Technological Challenges in ITS Integration Developed countries faced several organizational, financial, and technical barriers in implementing ITS solutions. Institutional challenges included inter-agency coordination. Successful ITS deployment requires collaboration between transport, road management, law enforcement, IT, and even energy sectors. Often, different departments used incompatible systems, making integration difficult. For example, a GAO report in the US noted that local agencies sometimes had to run multiple unconnected computer systems, complicating ITS operations. Upgrading outdated equipment was another issue: some cities, with limited funding, still relied on decade-old traffic-signal hardware,